FLY GOLD 130 User manual

GOLD 130
OWNER'S
MANUAL
Released on Spring 2006
© Copyright by FLY Products s.r.l.
Via Perù n. 30
63013 GROTTAMMARE (AP) - ITALY
tel./fax [phone]
www.flyproducts.com - [email protected]

“GOLD 130” OWNER’S MANUAL REL . 2.0
© Copyright by FLY Products s.r.l. Page 2
INDEX
Page Chapter Description
2 0 Index
4 1.0 INTRODUCTION AND GENERAL INFORMATION
4 1.1 Safety first! - Who, Where and When can fly it.
4 1.2 Notation used
5 1.3 Congratulations on your new “GOLD 130”
5 1.4 “GOLD 130” features
5 1.5 Diagram of components
6 2.0 UNPACKING AND ASSEMBLING YOUR “GOLD 130”
6 2.1 Frame assembly
7 2.2 Harness mounting
9 2.3 Prop mounting
10 2.4 Spark plug
11 2.5 Assembly inspection
11 3.0 PREPARING YOUR FIRST FLIGHT
11 3.1 Fuel and oil
12 3.2 Before starting the engine
12 3.3 Starting and stopping the engine
12 3.3.1 Stopping the engine
13 3.3.2 Starting the engine
14 3.4 Carburetor adjusting
15 3.5 Engine break-in
15 3.6 Harness adjusting
16 3.6.1 Ground handling straps
17 3.6.2 Flight straps
17 3.6.3 Hang test in a simulator
18 4.0 FLYING YOUR NEW “GOLD 130”
18 4.1 Pre-flight inspection
18 4.2 Pre-flight checklist examples
21 4.3 Flight under special conditions
21 4.4 Dangerous situation
22 5.0 OPTIONAL ACCESSORIES
22 5.1 Tool kit
23 5.2 Reserve Parachute
23 5.3 Speed Bar
24 6.0 PACKING YOUR “GOLD 130” FOR TRAVEL
24 6.1 Disassembling for local travel
24 6.2 Disassembling and packing for long-distance travel
24 6.2.1 Fuel tank drain
24 6.2.2 Draining all fuel
24 6.2.3 Removing the harness
24 6.2.4 Cage disassembly

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INDEX
Page Chapter Description
25 7.0 MAINTENANCE
26 7.1 Regular checks obligation
26 7.2 Maintenance overview
27 7.3 Cleaning
28 7.4 Prop care
28 7.5 Spark plug
28 7.6 Repairs
29 7.7 Reduction belt
29 7.8 Long term storage
29 7.9 Paraglider
30 7.10 Paraglider inspections
30 8.0 TROUBLESHOOTING
30 8.1 Diagnosing and starting a flooded engine
31 8.2 Troubleshooting chart
31 9.0 SPECIFICATION AND PERFORMANCE
32 9.1 Specification and performance summary chart
32 9.2 Torque specification chart
33 9.3 Electric system
35 10.0 MISCELLANEOUS
35 10.1 Obtain repair parts
36 10.2 Warranty
36 10.3 Internet info and upgrades

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1.0 INTRODUCTION AND GENERAL INFORMATION
Congratulations and welcome to the exciting world of FLY PRODUCTS. We are one of the
most experienced and reliable PPG manufactures in the world. Our network of distribution
centers worldwide continues to grow due to our commitment to provide state of the art materials
matched with exceptional craftsmanship in every unit we produce.
1.1 Safety first, WWW! (Who, Where and When can fly it)
Powered Para Gliding (PPG) is the most exciting, least expensive, safest, and most accessible
form of aviation available! However, it is still aviation, and it brings with it all the inherent
potential dangers of aviation. People can, and do, get hurt, and even killed, in any form of
aviation, including PPG. For that reason it is imperative that before fly with this PPG you must
receive proper training from qualified instructors and obtain a valid PPG license, an then offer
PPG the respect all aviation deserves, respect weather and conditions, and realize that in the end,
it is the pilot himself that is fully responsible for his own safety and the safety of fellow pilots
and bystanders.
Depending on every national regulations, the PPG may only be operated in authorized areas and
flights within controlled airspace usually needs a permission given by radio.
Additional requirements like a valid insurance must be fulfilled.
Powered Paragliding is an extremely demanding sport that requires exceptional levels of
attention, judgment, maturity, self-discipline, and attention to detail. It is unlikely that you will
be able to participate in it safely unless you make a conscious and continual commitment to your
own safety.
Due to the inherent risks in flying this or any PPG, no warranty of any kind can be made against
accidents, bodily injury, equipment failure, and/or death.
This PPG is not covered by product liability insurance. Do not start it or fly it unless you are
willing to assume all risks inherent in the sport of Powered Paragliding and all responsibility for
any property damage, injury, or death which may result from the use of this product.
1.2 Notation Used
Certain special terms (NOTE, CAUTION, WARNING) will be used throughout this manual.
Their usage is defined below.
A NOTE provides supplemental information to help clarify a point being made in the text.
Generally, a NOTE is provided to help assembly, use, or maintenance of the product.
Disregarding a NOTE could cause inconvenience, but would not cause damage or personal
injury.
A CAUTION provides supplemental information to help clarify an area where equipment
damage could occur. Disregarding a CAUTION could result in permanent and significant
mechanical damage, however personal injury is unlikely.
A WARNING provides supplemental information to help clarify an area where personal injury
or even death could occur from negligence. Disregarding a WARNING could result in serious
injury or even death.

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1.3 Congratulations on Your New “GOLD 130”
FLY PRODUCTS presents the first paramotor completely transformable. The main
characteristic of the GOLD series is it's great versatility. It's possible to transform the GOLD 95
into the GOLD 115 or GOLD 130 by just exchanging outer frame and propeller. The central
nucleus that supports the engine and the fuel tank is identical for all three models. If you wish
to change models, just ask your dealer for a propeller and outer frame of the desired model.
1.4 “GOLD 130” Features
The following is a brief list of some of the many features that are found on the “GOLD 130” :
•Easy frame disassembly and assembly
•Electric starter
•In-flight battery recharge
•In-flight Restarting
•Tuned Exhaust
•Extremely powerful
•In-flight Restarting
1.3 Diagram of Components
The following figures illustrate the basic components of the GOLD 130 .
Fig. 1 - Rear view of GOLD UNIT Fig. 2 - Side view, with prop cage
removed for clarity

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2.0 UNPACKING AND ASSEMBLING
YOUR “GOLD 130”
2.1 Frame Assembly
Fig. 3 The frame assembly of the GOLD series
Frame assembly and
disassembly is very fast and
easy.
The frame consists of three
parts, and they are held
together by the velcro straps.
For an easy and correct assembly proceed in the following order:
Step n. 1. - Central unit.
To init the assembling, Place the GOLD’s lower frame on a flat
surface and mate the engine frame on it.
Hold down the lower frame with a foot and let the engine unit
descend into the four inserts as in fig. 4.
Check the correct mating before proceed.
Fig. 4 - connection points
Step n. 2 : Assembling side frame
Insert the two lower pins of the side frame
into their seatings as in fig. 5.
Insert the side support forcing as shown in
fig. 6.
Fig. 5 - Lower connect Fig. 6 - central connect

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Step n. 3 : Lock the velcros.
Once mated the connections is better to lock the velcro straps immediately as shown below:
Fig. 7 - Lock the central Fig. 8 - Lock the middle Fig. 9 - Lock the lower
Step n. 4 : Mount the other side frame.
NOTE! When finished, check all velcro straps locking.
This completes the assembly of the prop cage.
2.2 Harness Mounting
The harness mounts to the central frame with six attachment points.
They are: the top harness triangular carabiners, the ground handling straps, and the distance bars.
Mount the other side frame repeating the previous step 2.
When done, join upper frames inserts and lock with velcro strap
as in fig. 10
Repeat step 3 on this side. Fig. 10 - Lock the upper
Fig. 11 - upper hooks
First engage the arness to the central unit
hooking the two triangular carabiners to
the eyelets bolts as shown in Fig. 11.

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Fig. 12 - slide attack
Ensure that the harness is
attached correctly to the
distance bars as shown in
fig. 12, and then insert
them into their frame seats
as shown in Fig. 13.
Fig. 13 - central connect
Fig. 15 Bottom straps
Next, attach the two
bottom of the harness
straps as shown in Fig. 15
Fasten these belts securely
as in fig. 16.
Do this for the left and
right sides. Leave these
straps at their loosest
setting for now, we’ll
adjust them later. Fig. 16 mounting straps
DISTANCE BARS:
These distance bars are extremely easy to mount and dismount since they slide easily into the
central frame. The end of the distance bars are made of a square aluminium profile that does
not allow them to rotate. Due to the compression of the harness, the distance bars can not slide
out of their fittings during flight.
Fig. 14 Distance bar system.
ANTITORQUE SISTEM
The distance bars are designed to favour the
sliding of front harness webbing in a way that the
pilot finds the proper angle with the paraglider.
With this system the discharge of the propeller
torque onto the risers is avoided, which usually
gives the the tendency to turn one direction that in
the case of the rotation of the G24 engine the
tendency is to turn right.
LATERAL WIDENING OF DISTANCE BARS.
The distance bars allow a lateral movement which is useful for the pilot to enter easily into the
harness.

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Fig. 17 – Upper harness attachment
Fig. 18 – Harness eat set-up
The harness has 2 attach position, use the “A” position for paramotor use and “B” for trike
operation, as shown in fig. 17, the “C” distance can be regulated from 28 to 32 cm.
You can regulate the harness-seat keeping closed or opened the seat zipper as shown in fig. 18.
This completes the harness mounting.
Double check your work to ensure that everything is OK.
2.3 Prop mounting
NOTE: Here is some terminology we’ll use in this section.
The “front” is the direction the pilot faces while flying, the “rear” is the opposite direction.
The “front” of the prop can be identified by the thick side of the prop blades (leading edge).
The “rear” side of the prop can be identified by the thin side of the prop blades (trailing edge)
as the upper blade section shown in fig. 19.
Mounting the prop is quick and easy.
Place the rear prop flange on the rear side of the prop.
Insert the six (6) prop bolts through the rear prop flange
and prop.
Place the front thickness flange between the propeller and
the reduction taking attention to fit the little centering hole
in the prop.
Screw the bolts to the reduction drive and tighten them
evenly.
The correct torque to use is 50-inch lbs. MAX.
A more practical “field method” of torquing is to tighten
the bolts snuggly and evenly, but not enough to begin to
crush the wood of the prop.
Fig. 19 – mounting the prop,
the red arrow indicate the direction of propeller rotation.

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Propeller Alignment
Mount the propeller by inserting bolts into the flange, then into the propeller, and then screw
them to the support flange. Make sure to tighten the cross-headed bolts.
The blades must be in alignment with each other.
This procedure is done using a small board of plywood leaning on the base of the framework
(look at figure below).
Make the blade touch the board and mark with a pencil the contact point. Then, without moving
the board, rotate the blade on top to its contact point and check that this point is identical to the
first.
If it is not the same, you must work on the propeller clamping bolts, tightening the bolts on the
side of the propeller shifted forwards until the two contact points between the blades and the
board coincide.
After 2 hours of flight, it's necessary to check the
propeller again to see if there have been any changes.
This procedure is used to eliminate the eventual
vibrations as much as possible.
Therefore, if at a certain speed you hear vibrations, repeat
the procedure until they are eliminated.
Attention: Handle the propeller with care and don't use it
as a holding point to lift the paramotor
Warning: In case of any strange vibrations do not fly!
Consult your dealer.
Fig. 20 – Propeller alignment
2.4 Spark Plug
Set the spark plug gap to 0.025” (0.635mm). Install the spark plug and torque to specifications
(120-inch lbs. or 10 ft-lbs.).
2.5 Assembly Inspection
It is critical to fully inspect the assembly of the GOLD 130 and find and remedy any problem
areas before proceeding.
The inspection should contain, at a minimum, the following items:
•Review each assembly step above
•Examine all nuts, bolts, and fasteners for security
•Check the harness for correct mounting, that all straps are secure, that there are no twists on
any straps
•Examine prop cage for correct assembly, that it is strong, the netting is tight and on the
correct side
•Check that nothing can get in the prop. The prop should clear the cage by same distance at
all points.
•Check the fuel tank and fuel delivery system.
•Check for correct mounting of prop, and correct torque of prop bolts.

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3.0 PREPARING FOR YOUR FIRST FLIGHT
3.1 Fuel and Oil
FLY PRODUCTS recommends the use of a premium unleaded automotive gasoline of 92 octane
or higher, and the use of premium synthetic 2-cycle oil. Mix fresh gas and oil before each flying
session.
Store your fuel/oil mixture in an approved, sealed container. Dispose of fuel/oil mixture that is
older than 72 hours.
The recommended fuel/oil ratio is 3%. Be sure to thoroughly agitate the mixture to completely
dissolve the oil. Use only fresh fuel and oil, and use clean containers, funnels, hoses, etc.
To fill the fuel tank, remove the fuel tank by unscrewing the fuel tank cap . Take care not to get
dirt, dust, etc. onto the fuel pickup.
It is recommended that the fuel be poured into the tank using a straining-type of funnel.
Fill the tank with the desired amount of fuel.. Tighten the fuel cap securely.
NOTE: Wipe up any spilled fuel immediately, as the fuel/oil mixture is highly flammable, and
an in-flight fire would be catastrophic.
Also, the oil will leave a residue, which will attract and retain dust and dirt.
WARNING! Use common sense when refuelling. Do not refuel a hot or running engine,
do not smoke or allow on-lookers to smoke while refuelling. Do not refuel near heat or open
flame.
3.2 Before Starting the Engine
Before starting the engine on the ground, ensure that the unit is in an area free from dirt, rocks,
dust, etc. that could be sucked up and thrown around by the propeller.
Check assembly of the unit, and especially check any and all nuts, bolts, and screws, that could
be loose.
Also check all parts of the prop cage for looseness. The prop produces a significant amount of
thrust, and can suck things into it from a surprising distance.
WARNING! Ensure that no bystanders or onlookers are close by when starting the motor.
The most dangerous place to stand is in the plane of the propeller. This is where dust, dirt, rocks,
nuts, bolts, etc.
will be thrown if they are picked up by the prop.
At full RPM, the prop tips are moving in excess of 370mph, and pushing the air rearward at over
70mph. this amount of force can pick up anything loose in the area and throw it around like a
bullet.

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Not only can it severely injure you or bystanders, even small items like dirt can inflict significant
damage to the prop.
3.3 Starting and Stopping Engine
3.3.1 Stopping the Engine
Before of proceed it's better to learn the function of the handgrip:
Fig. 21 - right side of handgrip
A - STOP button
B - START button
C - THROTTLE lever
D - Half lever holder
E - Velcro strap
Since it’s important to know how to stop the engine once it’s started, let’s cover “Stopping the
Engine” first.
To stop the engine, simply depress the “STOP” button (A - fig. 21) and hold it until the engine
comes to a complete stop.
It is important to be aware of some other engine stopping techniques, should the stop switch not
function correctly.
The stop switch may not function correctly due to
1) faulty switch,
2) broken or frayed wires,
3) bad connections to any part of the stop switch circuitry.
For this reason, the following emergency stop procedures are available:
To stop the engine if the stop switch doesn’t function correctly, you can
•Place your hand over the airbox intake hole
•Unplug the electric cap of the spark plug (there is a big risk to take an electric-shock, not
dangerous but unpleasant...)
•Squeeze the fuel line (requires an aggressive squeeze, and takes about two minutes to stop
the motor)

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3.3.2 Starting the Engine
Now that we’ve covered stopping the motor, let’s start the engine!
Check that the fuel tube is full. If it isn't, use the
designated pump to fill it up.
Be careful to not pump more than necessary to avoid
engine flooding.
To start the engine when cold it's necessary to inject
the fuel into the cylinder.
To do this squeeze the pump only once while holding
the accelerator completely until you hear the fuel squirt
from the carburetor into the cylinder.
Allow a certain quantity of fuel to enter the carburetor
but not enough to allow it to go out of the air filter.
If this happens, this means that the engine could be
flooded and will hesitate to start.
Fig. 22 -Secure key
With the electric start installed there aren't problems, you can decide how and when to start
simply positioning the secure-start key to "on" position (see Fig. 22) and depressing the START
button (fig. 21 -E).
There are Three different positions that can be used to start the engine. These positions are:
•Standing in front of the unit, holding the unit on the ground.
•Strapped into the unit, standing on the ground
•In flight.
We’ll cover each of these starting options in turn.
-Standing in front of the unit, holding the unit on the ground
WARNING! The method of holding the throttle handle is important in this position.
Hold the throttle handle such that you can easily reach the stop button, but not so that you can
inadvertently squeeze the throttle.
A common accident can happen where you hold the throttle in the same hand that you hold the
motor unit, and if you squeeze the throttle a little, the thrust of the machine will push the throttle
onto your hand, causing you to squeeze the throttle even more.
Make sure that you CANNOT inadvertently squeeze the throttle handle when starting in this
position.
- Strapped into the unit, standing on the ground
In this position is possible to warm-up the engine meanwhile setup the take off and ceck
maximum power.

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- In flight
One very valuable feature of the GOLD series is its ability to be started while in flight.
This feature allows the pilot the freedom to turn-off the engine and glide silently, to enjoy the
exhilaration of thermal soaring, and then when he gets low, to start the engine and climb back up
to do it again.
WARNING! It's very important that immediately after landing, or when the equipment is not in
use on the ground, to turn the secure key (Fig. 19) to the OFF position to avoid an accidental
starting of the engine with unpredictable results!
3.4 Carburetor Adjusting
Fig. 23 - Carburetor
When purchased,
the paramotor has
a standard carburation.
To adjust the idling,
turn the screw shown in Fig. 23.
The screw sets the revs. at idle,
by opening the butterfly valve.

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3.5 Engine Break-In
Break-in of the GOLD 130’ s Engine is required before the first flight.
Proper break-in will provide you with a better running engine, it will also provide for
considerably longer engine life.
During the break-in, gently change RPM from idle to 3/4-throttle and back.
For starting the engine cold, open the air faucet, pump the fuel in the carburator with the hand
pump. Lower the air lever and start the engine, after about 30 seconds raise again the air lever.
Do this keeping the PPG tightly. After warming the engine, check if the minimum level is right,
otherwise regulate the minimum screw on the carburator.
At this point, you can fly the GOLD 130, however avoid long durations of full Power, and vary
the throttle setting often.
For heavier pilots that require more Power to fly, it is recommended that 1 hour of non-flying
break-in be completed before flying.
Break-in is complete after 10 liters of fuel have been run through the engine.
3.6 Harness Adjustment
The harness consists of two separate strapping systems, one used to comfortably support the
paramotor assembly unit on the pilot’s back while on the ground, and the other is used to support
the paramotor and pilot while flying. This system also correctly aligns the thrust angle of the
prop.
In the Fig. 24 below the ground handling straps are in green, the flight straps are in red.
Fig. 24 Front and Side views of ground handling straps and the flight straps
The two systems have separate purposes, and are adjusted separately.

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3.6.1 Ground Handling Straps
The ground handling straps as shown above are best adjusted standing on the ground, with the
GOLD 130 on the pilot’s back.
The purpose of the shoulder straps and shoulder pads is to carry the weight of the GOLD 130
while on the ground.
The purpose of the ground handling chest strap is to keep the ground handling shoulder straps
from falling off the pilot’s shoulders.
The adjustment procedure for the ground handling straps is as follows:
•Strap into the paramotor and stand up.
•Adjust the Shoulder Straps until the shoulder pads are carrying the weight of the paramotor.
•Snug the ground handling chest strap .
•Adjust the thigh straps, the tightness of the thigh straps will determine how easily you can
slide into the seat after takeoff.
Adjust these with the use of a simulator.
The ground handling straps are adjusted correctly if:
•The weight of the paramotor is on the shoulder pads
•The shoulder pads/straps won’t fall off the shoulders
•The seat can be moved out from under the buttocks easily
•You can easily slide into the seat after takeoff
•You can run easily and the seat and thigh straps don’t interfere with your ability to run.
3.6.2 Flight Straps
The purpose of each flight strap ( in fig. 24 - 25 are shown in red ) is as follows:
Length “B” determines the carabiner height.
- Higher accommodates larger pilots.
- Lower accommodates smaller pilots and provides
more weight shift capability.
Length “C” is adjusted by buckle, and it sets the thrust angle.
Adjust it so the thrust angle is zero to five degrees below
horizontal. This must be done in a simulator.
See “Hang Test in a Simulator” below.
Lenght "D" is used to adjust the back of pilot's distance
from the PPG.
Proceed to final adjusting of the harness in the simulator.
Fig. 25 Set-up of flight straps

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3.6.3 Hang-test in a Simulator
It is HIGHLY recommended that you perform a hang-test in a simulator before the initial flight
of the GOLD 130, and every time you make a harness adjustment thereafter.
A simulator can consist of two ropes tied to a horizontal (and strong) tree limb, two ropes tied to
rafters in your garage or basement, etc.
Once you have made your initial adjustments, strap into the GOLD 130 and clip the carabiners
into the simulator, gently lift your feet and get seated in the harness.
Continue to adjust the harness until the following criteria are met:
•The ground-handling straps should be loose and comfortable
•The ground handling chest strap should be loose (still buckled, but loose)
•No part of the harness should hamper free movement of your arms and the throttle cable.
Make sure you can reach your arms up very high with no strain or interference from the
harness
•The propeller shaft must be approximately 5, and no more than 10, degrees below horizontal
4.0 FLYING YOUR NEW “GOLD 130”
4.1 Pre-flight Inspection
Before your first flight, and before every flight, it is absolutely essential to perform a pre-flight
inspection on your aircraft.
WARNING! Failure to perform a sufficient pre-flight has been a contributing factor to
accidents in all kinds of aircraft. Equipment damage, bodily injury, even death can occur due to
equipment problems not caught in a pre-flight inspection.
As the saying goes, “Pre-flight as if your life depends on it, because it does!”
The essential items to check are:
•PARAGLIDER – this PPG was homologated with the SWING “Powerplay Sting 140”
model which has a 29,5 m² surface, check the lines and canopy integrity.
•ENGINE – check everything is ok , the silent-block integrity and gasoline mixture level.
•PROPELLER – blades integrity, bolts clamping.
•RECOVERY SYSTEM (if there is) – ready and safety catch off.
•CAGE ASSEMBLY – check all the Velcro straps and all blockings.

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4.2 Pre-Flight Checklist Examples
NOTE! The following checklists are provided only as EXAMPLES.
It is recommended to produce one tailored to your own needs, print it and laminate it, and carry it
with you.
Pre-Flight Checklist Example 1
Site/Conditions
•Current weather
•Long-range (next few hours) forecast
•Winds aloft
•Takeoff/landing direction
•Obstructions (especially Power lines)
Wing
•Lay wing out into wind19
•Lines straight and clear
•Riser/Line condition
•Quick-links tight (hand tighten only)
•Correct brake length
Paramotor and/or Harness
•Webbing and straps for stress
•Prop Guard for alignment/stress/wear
•All fasteners tight
•Carabiners condition
•Radio secured
•Sufficient fuel
Strap In, Hook Up
•Buckles secure
•Chest strap tight
•Harness adjusted properly
•Reserve parachute attachment
•Reserve parachute deployment pin
•Reserve parachute handle in sight - Deploy in 3 sec., rehearse procedure
•Risers hooked up correctly
•Carabiners locked
•Nothing loose to get in prop
•Radio for volume, clearness
•Helmet on, tight, fastened
•Tuck in hood on hooded sweatshirt

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Startup and Launch
•Brake lines/risers held correctly, no tangles
•Kickbar tucked out of way
•Engine run-up to correct RPM
•Kill switch working (briefly push)
•Look UP during run!
Pre-Flight Checklist Example 2
ENGINE PRE-START
1) CAGE SECURE
2) CAGE MESH OK
3) GAS AMOUNT AND QUALITY OK
4) GAS CAP ON AND SECURE
5) TANK VENT OPEN
6) THROTTLE CABLE FREE AND FULL
7) PROP NUTS TIGHT
8) PROP CONDITION
9) SHAKE TEST MUFFLER
10) SHAKE TEST CARBURETOR
11) FUEL LINES OPEN NO KINKS
PRE-FLIGHT
1) WEATHER TREND CHECK
2) POCKET CHECK (NO LOOSE OBJECTS)
3) SPEEDBAR QUICK LINKS AND PULLEYS OK
4) HARNESS POCKETS ZIPPED CLOSED
5) PARAMOTOR/HARNESS CONNECTS SECURE
6) EARPLUGS IN
7) HELMET ON AND SECURE
8) RISERS/BRAKES/LINES FREE AND CORRECT
9) 3 HARNESS BUCKLES GOOD
10) LEG STRAPS TIGHT
11) SPEED SYSTEM SLACK AND CLEAR
12) SET UP ALTIMETER AND GPS
13) CHECK RESERVE PARACHUTE PINS
14) PRIME CARBURETOR
RUN-UP
1) ENGINE SECURE
2) CHECK THROTTLE CABLE FREE
3) CLEAR PROP! START
4) CHECK CUT OFF
5) FULL MAX CHECK, VIBRATION OK
6) IDLE CHECK
7) WARM UP AND KILL

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TAKEOFF
1) LINES/BRAKES TAUT AND CORRECT
2) WING ORIENTATION TO WIND
3) START
4) THROTTLE CUT-OFF CHECK
5) FULL POWER CHECK, IDLE OK
6) WIND, CHECK FOR CHANGE
7) CHECK TRAFFIC
8) CLEAR
Even though you must know these information learned in your license-flight , we wont
remember you some important flight information:
4.3 Flights under special conditions
RAIN:
In principle no flights under rainy conditions should become necessary. Anyway, every pilot
may get into unforeseeable worse weather conditions. And so if the rain is only very light, the
flight may be continued for a certain time, but the wet canopy will get heavier. Therefore flight
speed will increase, causing a higher stall speed as well.
With a wet wing fly carefully, avoid sudden manoeuvres and don't be excessively slow when
landing.
If the rain gets stronger land! No flights in strong rain!
WIND:
If under strong wind conditions land immediately and once touch down turn quickly to control
the wing with the “B” elevators avoiding to be dragged away.
FLIGHTS IN SNOWY CONDITIONS:
They are not permitted at all. In case it starts to snow during flight land soon as possible!
EXTREME TEMPERATURES:
Remember that flight parameters changes in different temperature levels.
At high temperatures the required power and the required flight speed increases, so that the take
off distance gets longer than in winter. This is similar to flights in high altitudes.
4.4 Dangerous situation
Extreme flying with a PPG and full gas are extremely dangerous and therefore cannot be tested.
They must be avoided at all costs. Problems do not arise during a normal flight. However, pilot
error during the flight or extreme wind conditions may force the wing into an unusual flying
position. This may require the pilot to make corrections during flight to which he may not be
used to.
In this section we explain how to correct extreme situations if they do arise. The manoeuvres
described below are based on the legal -take-off weight as described in the technical data section.
These instructions do not replace safety training or specialised literature. We recommend that
you undertake special safety training which will prepare you for extreme situations.
Always keep within the recommended limits. Do not perform aerobatics or extreme flying
manoeuvres.